Aeroplane.



G. U. GREELEY.

AEROPLANE.

APPLICATION FILED PEB.18, 1910.

1,1 33,559. Patented Mar. 30, 1915.

5 SHEBIS-SHBET l C. U. GRBELEY.

AEROPLANE.

APPLICATION FILED FEB. 18, 1910. 1,133,559, Patented Mar 30, 1915.

5 SHEETS-SHEET 2.

W L after/nuts 0. U. GREELEY.

AEROPLANE.

APPLICATION FILED FEB. 18, 1910.

1 1 33,559. Pa ented Mar. 30, 1915.

5 SHEETS-SHEET 3.

G. U. GREELEY. AEROPLANE. APPLICATION FILE-ID FEB. 18, 1910- 1,].33,559. Patented Mar. 30, 1915.

5 SHEETS-BHEET 4.

G. U. GREELBY.

ABROPLANE.

APPLICATION FILED PEB.18, 1910.

1 1 33,5596 Patented Mar. 30, 1915.

5 SHEETSSHBBT 6.

CHARLES ULMER GREELEY, 0F BANGOR, MAINE, ASSIGNOB, 0F ONE-THIRD TO CHARLES H. HULIBURD, OF CHICAGO, ILLINOIS.

AEROPLANE.

Specification of Letters Patent.

Patented Mar. 30 11915.

Application filed February 18, 1910. Serial no. 544,598.

To all wlz om it may concern Be it known that I, CHARLES IRIGREELEY, a citizen of the United States, residing at Bangor, in the county of Penobscot, State of Maine, have invented certain new and useful Improvements in Aeroplanes, of which the following is a description, reference being had to the accompanying drawing and to the letters and figures of refer ence marked thereon.

The invention relates to new and useful improvements in aeroplanes.

An object of the invention is to provide an aeroplane which shall possess inherent, automatic stability or balance independent of the skill of the operator, and shall be entirely free from any devices requiring manipulation by the operator for that purpose.

The invention consists of the parts, and their arrangement and combination, hereinafter described'and referred to in the appended claims.

In the drawings which show by way of illustration more or less diagrammatically, one embodiment of the invention, Figure 1 is a side elevation of my improved aeroplane, showing an adjustment in dotted lines; Fig. 2 is a plan view of the same; Fig. 3 is a front View of the same; Fig. l is a plan view of the carriage; Fig. 5 is a perspective View showing the central supporting frame which carries the motive plant and connects the forward planes to the carriage; Fig. 6 is a transverse section. showing a modified form wherein the supportingsurfaces are broken by a plurality of divi sions.

In carrying out my invention, I have provided, as herein shown, a carriage A, at the forward end of which is connected a group of supporting surfaces B, which may be of any preferred number and arrangement relative to each other; and at the rearward end a similargroup of supporting surfaces C, to the connecting framework whereof is attached a rudder D for guidance of the aeroplane laterally. The carriage A may be of any structural type or form consistent with lightness and strength. As herein illustrated, said carriage consists of spaced girders 1 and 2, with connecting struts and wire braces. Suitable wheels3 preferably of the bicycle type, are mounted in braced forks connected by truss members to the respective ends of the carriage. Each of the groups of surfaces B and C, as herein illustrated, is supported on a central frame 4, shown more clearly in Fig. 5. Said frame 1'. attached to the group B is pivotally connected at 5 to the forward end of the carriage A by any suitable flexible joint, while the frame -1- attached to the group C is connected similarly at 5 to the rearward end of the carriage. On the frame at at each end of the carriage are mounted two supporting surfaces 6 and 7, which are preferably arranged one directly above the other. Each of said supporting surfaces comprises a plurality of planes as 8 and 9. These individual planes 8 and 9 comprising the supporting surfaces 6 and 7, consist of a framework which may be very light, owing to the small size of the planes, upon which framework a canvas or drilling also comparatively light in weight may be stretched. They are maintained rigidly throughout their length in their position relative to each other, and the central connecting frame a, by a series of light cross girders 10 and struts l1, suitably braced with wires. This'construction permits the advantageous use in all the wooden members of thin material set edgewise to the advance. By this construction the group of supporting surfaces may be handled as a unit for the purpose of assembling and dis assembling. This is readily accomplished by the attachment of the lower girders 10 to the upper parts" of the central framework 4 by detachable bolts 12, and the attachment of the guy wires 13, shown in Fig. 3 to the lower portion of said central frame by means of detachable hooks. This feature of ready separability is carried out in connection with the other omembers of the aeroplane. Said effect of a plurality of planes in each supporting surface is produced by a division of said surface transversely to the direction of advance, and the placing of the divisions oh planes thereof in close juxtaposition but with each forward division slightly above its rearward adjacent division, so as to expose the advancing or cutting edge of all the divisions. It is obvious that one or more divisions may be made in the supporting surface, so long as the relation of the divisions to each other above noted, is maintained, without departing from the spirit of my invention. In Figs. 1

to 5 of the drawings, a single division is shown, merely as an illustrative embodiment of the invention.

The purpose of the division or breaking of the supporting surfaces, as above described, is both to increase greatly the length of the cutting edge and thereby the eiliciency of the lifting surfaces, to decrease greatly the lateral extension. of the surfaces and minimize the leverage of disturbing forces, and to reduce both the length and size of all members of the framework, with consequent reduction in the total .weight of the aeroplane. By placing the rearward portion of each divided surface at a slightly lower level and at a greater angle of incidence than the forward portion thereof, said rearward portion is made thus to compensate for the downward inclination which the stratum of air has already received from the forward portion of the surface. In this respect, the invention differs broadly from all others in the prior art who have sought to use multiple surfaces or planes; namely, in that instead of using in a group a plurality of surfaces or planes all fixed at the same inclination, I employ a plurality of surfaces so arranged that each succeeding surface in a group toward the rear, is at a greater angle than its predecessor. The effect of this arrangement is to greatly increase the lifting and supporting efiiciency of the area employed. A further effect of the division of the supporting surfaces, as shown, and their placing with but a slight space between their adjacent edges, is the production of a steady ing parachute action in flight, and particularly in descending. The vertical spacing of the supporting surfaces may also, by this arrangement, be reduced to a distance conformable to the width of the individual divisions of the respective supporting sur faces, instead ofa distance approximately the same as the total width of each of said surfaces.

A further and important advantage of the mounting of a group of supporting surfaces upon a central framework with a depending portion connecting at its lower part with a carriage, lies in the means this affords of producing the necessary rigidity in said group of supporting surfaces and its connectionwith the other members by the use of guy wires, instead of rigid connections of wood or steel. As a means of propulsion, I have provided a propeller 14, mounted on the forward end of the shaft 15, which shaft carries at its rearward end the sprocket wheel 16, operated by the chain 17 engaging the driving sprocket 18 on the main shaft of the engine 19. All of which members of the motive plant are suitably mounted on the forward central framework 4 in such wise that the axis of the propeller and the draft thereof are permanently at a supporting surfaces B and C with its respective central frame 4, is pivotally con- ,nected with the forward and rearward ends respectively of the carriage A, .so that the individual planes comprising each group are immovable relative to each other, but by means of said pivotal connection are movable backward and forward as a Whole, relative to the carriage. In this manner, I secure complete control of the inclination of the supporting surfaces, without resorting to the use of an outrigged rudder, for the purpose of tilting the aeroplane fore and aft as a whole; while at the same time maintaining a fixed relation of propeller draft to said angle of inclination of the supporting surfaces. Means of operating this backward and forward tilting of the supporting surfaces are provided, comprising a cord or cable 20, attached by a hook to the forward central frame 4 at the lower forward corner thereof 21, said cable passing over the pulley 22 at the forward end of the girders 2 of the carriage; thence rearward to the pulley 22 at the rearward end of said girders; and thence to its attachment by a hook to the rearward lower corner of the rearward central frame 4 at the point 23; a second cable 24 attached by a hook to the rearward lower corner of the forward central frame 4 at the point 25, said cable-passing under the pulley 26 on the upper girders 1 of the carriage; thence rearward to the pulley 26 on said girders; and thence to its attachment by a hook to the forward lower corner of the rearward central frame 4 at the point 27. Said last mentioned cable 24 affords flexible connection between the inner corners of the two central frames 4, and said cable 20 a similar connection between the outer corners of said central frames 4; with the resulting condition that any tilting motion of either of said central frames 4 is coincident with a similar motion of the other of said frames, including the supporting surfaces rigidly attached thereto. Mathematically, it is obvious that such a connection 'results in a minute error'or diiference in the respective angular motion of the frames 4 around their pivotal connections 5 with the carriage; but in practice the necessary linear motion of said cablesin effecting a sufiicient tilting of said frames and supporting surfaces, is so short as to render such error inappreciable. A motion of either of said cables 20 or 24. therefore, produces a simultaneous and similar tilting of said central frames 4, and a consequent change in the inclination of the surfaces thereto attached. By providing one end of each of said cables 2Q and 24 with two or more hooks spaced thereon, I am enabled to vary the actual angle of inclination of either group of supporting surfaces with relation to the other, by changing the relative length of said cables. It is understood, however, that other means may be used for accomplishing this adjustment. It is further to be understood that such means of adjustment may be readily brought within the control of the operator during flight.

Conveniently placed on the upper girders 1 of the carriage, I provide means for causing linear motion of the said cable 24, com prising, as herein shown, the traveler 28, which slides freely on said girders and is detachably connected to said cable 24; a screw 29 suitably mounted on said girders and provided with a handle or operating means, and engaging a nut 30, said nut suitably connected to said traveler.

Other means may be provided for operating the cable. but I prefer the screw, as it is self-locking, and relieves the operator from unnecessary strain. This means of tilting the supporting surfaces, constitutes in my invention, the means of vertical steering of the aeroplane. The lateral steering is controlled by means of the rudder D, through connecting cables 31, leading from the extremities of the cross piece 32, which are rigidly attached to the rudder, said cables passing over suitable pulleys to the pedal levers 34 and 35, which are connected to an evener 36 which consists of a bar pivoted centrally of the frame, the connections as herein shown between the evener and the pedals consisting of suitable cables. A seat 37 is conveniently placed with reference to the controlling screw 29, and pedals 34 and 35.

In operating, the aviator sets the supporting surfaces substantially horizontal, reducing the resistance thereof to a minimum, and'the propeller draws the aeroplane forward on its wheels. When sufficient speed is attained, the aviator tilts the supporting surfaces backward by means of the controlling screw, and the aeroplane rises bodily and quickly since all the supporting surfaces are suddenly rather than gradually placed in position of their maximum lifting power. This capability of quickly shifting the inclination .of all the supporting surfaces, comes into play with equal or greater advantage in effecting the landing, as the forward movement of the aeroplane is quickly checked, and the weight of impact reduced.

It will be noted that the supporting surfaces, as herein shown, are entirely rigid in their connections and supports, other than as described with reference to their tilting, and that for the purpose of maintaining lateral stability, I provide no flexible or movable devices whatever, but depend exclusively therefor upon the relative narrowness of the aeroplane as a whole, and the suspension of the weighted portions, including the weight of the operator, at a distance well below all of the supporting surfaces. These features of relative narrowness and depending weight I consider abundant to secure stability in straight-away flight. In making turns, said features will not only contribute to effecting a shorter turn in comparison to a widely outspread type of aeroplane, but render impossible the upsetting of the machine in turning, through the inherent pendulum effect of the depending weight. Furthermore, the relative narrow ness of the aeroplane reduces so greatly the difference in travel between one side and the other, as to render unnecessary any flexibility of the supporting surfaces, or any device for altering their relative angles for the reason that the inertia of the depended weight in swinging the lower part of the aeroplane outward around the turn, operates automatically to raise the outward .end of the supporting surfaces and depress their inward ends, thus causing the correct relative adjustment of pressure where needed.

It is to be noted that the construction illustrated in the drawings not only conduces to the compactness and lightness of the aeroplane as a whole, but makes possible the disassembling thereof into parcels of a size and shape to be easily stored, and requiring no tuning-up or adjustment to be as quickly re-assembled. By unhooking the guy wires and removing the bolts at the upper part of the central frame l, the groups of supporting surfaces may be removed as units self-trussed. Unhooking the operating cables 20 and 24;, from said central frames at, removing the pivot bolts 5 and disconnecting the rudder, leaves the remainder in light and compact parcels.

It will readily be seen that the construction admits of the easy application offioats fornaval use; also that said construction favors the use of such an aeroplane by naval vessels, the compactness thereof being favor-- able both to launching from and taking aboard such vessels, as wellas'the stowage thereon.

In Fig. 6 I have shown a const uction wherein each supporting surface in each group is divided transversely to the direction of advance by a plurality of divisions, thus forming three planes 37, 38 and 39. Each of said planes is rigidly connected and disposed relative to the others in the same manner as the planes 8 and 9, as above described. I may provide the guy wires 40, shown in Fig. 1, and 41 and 42 shownin Fig. 2, the respective ends whereof are attached to the rearward edges of the-groups of supporting surfaces at points similarly distant from their pivotal centers.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is

1. In an aeroplane, separate and distinct groups of supporting surfaces, each surface being broken into a plurality of planes by a division transversely to the direction of advance, means for 'connecting said groups, and means for simultaneously tilting said groups as units forward and backward.

2. In an aeroplane, separate and distinct groups of supporting surfaces, each surface being broken into a plurality of planes by a division thereof transversely to the direction of advance, and each rearward plane of said subdivided surface being rigidly supported in a position slightly below the plane in advance thereof, so as toexpose its forward edge, means for connecting said groups, and means for simultaneously tiltmg said groups as units forward and backward.

3. In an aeroplane separate and distinct groups of supporting surfaces, each group comprising a plurality of planes, so arranged that each succeeding plane m a group toward the rear is at a greater angle than its predecessor.

4. In an aeroplane separate and distinct groups of supporting surfaces, each group having a supporting surface arranged one above the other and each surface of each group being broken into a plurality of planes by a division transversely to .the direction of advance, means for connecting said groups, and means for simultaneously tilting said groups as units forward and backward.

5. In an aeroplane, separate and distinct groups of supporting surfaces, each surface being broken into a plurality of planes by a division transversely to the direction of advance, a central frame in each group to which said planes are rigidly attached, each of said frames having a portion extending to a distance below the supporting surfaces, a carriage pivotally connected at each end to the lower ends of said central frames respectively, and means for swinging said central frames about their pivots.

6. In an aeroplane, separate and distinct groups of supporting surfaces, each group whereof comprises a plurality of surfaces rigidly connected to each other and spaced vertically, each of said vertically spaced surfaces being broken into a plurality of planes by one or more divisions thereof transversely to the fore and aft direction, a dependent member connected to each of said groups, a common body member to which each of said groups is attached by means of a. pivotal connection at the lower part of said depending member, means for tilting said groups and their respective depending 'relative to said connecting means, and a motive plant mounted on the forward central framework in such position that the axis of the propeller and the draft thereof are permanently at a preferred angle to the supporting surfaces.

8. In an aeroplane, separate and distinct groups of rigidly connected supporting surfaces, said groups being opaced fore and aft from each other, a central frame for each group to which said supporting surfaces are rigidly attached, each of said central frames having a portion extending below the supporting surfaces, a carriage to which said central frames are pivotally connected, amotive plant carried by said forward frame, a rudder secured to said rearward frame, a seat for the operator on said carriage, means under the control of the operator for swinging said frames on said pivots, and means under the control of'the operator for swinging said rudder.

9. In an aeroplane, separate and distinct groups of supporting surfaces, each group whereof comprises a plurality of vertically spaced surfaces, each of said vertically spaced surfaces in each of said groups being broken into a plurality of planes by one or more divisions of said surface transversely to the direction ofadvance, means for rigidly attaching all the component planes in each of said groups to each other and to a common depending member, so that the re-- lation of the planes in any group is fixed, means for supporting a motive plant on the depending member attached to the forward of said grou s in a position depending below the sur aces of said groups, a rudder for lateral steering suitably connected to the rearward edge of the depending member on which the rearward of said groups is supported, a body member, a suitable seat for the operator, and means for controlling the rudder carried by said body member, means for pivotally connecting said body member to said groups at the lower end of their respective depending members, means for simultaneously tilting said groups of surfaces relative to said body member in a fore and aft.direction, all of said parts and members being so disposed as to conduce to an equal and similar lifting action of the air pressure at front and rear of said aeroplane, and to neutralize the effects of inequalities of lateral air pressure by means of the dependent disposition of the major portion of the total weight.

10. In an aeroplane, a group of rigidly connected supporting surfaces arranged one above the other, each surface of said group comprising a plurality of planes placed in tandem and with each plane to the rearward of that plane forming the front part of each surface inclined at a slightly greater angle than the one ahead thereof.

11. In an aeroplane, a group of rigidly connected supporting surfaces vertically .spaced, each of said surfaces comprising a series of divisions longitudinally spaced and so placed as to form a broken surface of in creasing angle of incidence from front to rear.

12. In an aeroplane, a group of rigidly connected supporting surfaces arranged one I above the other, each surface comprising a plurality of rigidly connected planes placed in tandem, and with the advance edge of the rearward plane below the surface of the forward plane, said rearward plane being disposed at an angle to the forward plane. 13. In an aeroplane, a group of rigidly connected supporting surfaces, each surface whereof is broken into a plurality of planes by one or more divisions thereof transversely to the fore and aft direction, a sec- 0nd group of supporting surfaces similarly connected and divided and spaced to the rearward of said first named group, a common member serving as body or carriage and pivotally attached at either end to the lower portion of one of said groups, and means for tilting said groups as units in a fore and aft direction.

In testimony whereof I afiix my signature, in presence of two witnesses.

CHARLES ULMER GREELEY.

Witnesses C. L. STURTEVANT, E. G. MAsoN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner 0! Patents,

Washington, D. 0. 

